CN111717077B - Energy distribution method for vehicle fuel cell - Google Patents
Energy distribution method for vehicle fuel cell Download PDFInfo
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- CN111717077B CN111717077B CN202010597974.8A CN202010597974A CN111717077B CN 111717077 B CN111717077 B CN 111717077B CN 202010597974 A CN202010597974 A CN 202010597974A CN 111717077 B CN111717077 B CN 111717077B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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Abstract
The invention discloses an energy distribution method of a vehicle fuel cell, when the SOC of a storage battery reaches the lowest limit value, the fuel cell is started by preferentially reducing a work area with low efficiency of the fuel cell, so that the battery is rapidly charged to the SOC In Then, a point closest to the power required by the whole vehicle is selected in the high-efficiency area to start the fuel cell to charge the battery, the charging power of the fuel cell to the storage battery is low, the secondary conversion of chemical energy and electric energy is reduced, and the economy is improved; simultaneously solves the problem that the storage battery is lower than the SOC for a long time ｍｉｎ And stage, the power system cannot meet the requirement of the whole vehicle.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and particularly relates to an energy distribution method of a vehicle fuel cell.
Background
A Fuel Cell Electric Vehicle (FCEV) is a Vehicle in which electricity generated by a Fuel Cell is supplied to a motor to drive wheels of the Vehicle. Fuel cell vehicles can be divided into two basic types, one being FCEV powered solely by fuel cells and the other being FCEV powered by a fuel cell battery. Because the hybrid power can carry out secondary utilization on energy, the manufacturing cost of the storage battery is much lower than that of a fuel cell, and the storage battery can provide larger instantaneous output power when starting and accelerating, so that the hybrid power has the advantages of energy conservation and cost compared with an FCEV (hybrid electric vehicle) which takes the fuel cell as power only.
For a hybrid electric vehicle with two power sources, namely a storage battery and a fuel cell, how to exert the advantages of the hybrid electric vehicle is most critical to solve the problem of energy distribution between the fuel cell and the storage battery. Therefore, a reasonable energy distribution control strategy needs to be designed, so that the deep charging and discharging of the storage battery are prevented, frequent charging and discharging are avoided, the service life of the battery is delayed, and the energy efficiency of the whole power system is improved.
Disclosure of Invention
The invention discloses an energy distribution method of a vehicle fuel cell, which not only delays the service life of the cell, but also improves the energy efficiency of the whole power system, thereby solving the problem of energy distribution between the fuel cell and a storage battery.
The invention discloses an energy distribution method of a vehicle fuel cell, which meets the following requirements in the vehicle driving process:
P vehicle ＝P cell +P fc ；
wherein P is vehicle For the power demand of the vehicle, P cell For output of power from the accumulator, P fc Outputting power for the fuel cell.
Dividing the output power interval of the fuel cell into three areas, namely an area A, an area B and an area C from low to high, wherein the area A is a low-efficiency working area of the fuel cell, the area B is a high-efficiency working area of the fuel cell, and the area C is a low-efficiency working area of the fuel cell; the maximum value of the A zone is the lowest power point P of the starting fuel cell fclow The maximum value of the B zone is the transition output power P of the BC zone of the fuel cell fcbc The maximum value of the C area is the maximum output power P of the fuel cell fcmax 。
When P is present vehicle <P fclow When the vehicle is in an overdischarge state, the storage battery outputs power to supply power to the vehicle;
when P is present fclow <P vehicle <P fcmax When the vehicle is running, the fuel cell outputs power to power the vehicle;
when P is present vehicle >P fcmax When the vehicle is running, the output power of the storage battery and the fuel cell jointly supply power for the vehicle.
Further, the battery charging upper limit SOC is set according to the battery charging and discharging performance max And over-discharge threshold SOC of the storage battery min Wherein SOC is min <SOC max 。
When P is present vehicle <P fclow When the temperature of the water is higher than the set temperature,
if the storage battery SOC<SOC min First, greater than P fclow Is less than or equal to P fcbc The power of the fuel cell is started to meet the power demand of the vehicle, and the redundant energy charges the storage battery to reach the SOC max ；
If the storage battery SOC>SOC min And only the output power of the storage battery is used for supplying power to the vehicle.
Further, when P is fclow <P vehicle ≤P fcbc If the SOC of the storage battery<SOC min First, greater than P fcbc The power starting fuel cell meets the vehicle power supply requirement, and the storage battery is charged to SOC in a redundant manner max 。
Further, when P is fcbc <P vehicle ≤P fcmax When the battery is in SOC<SOC min At a constant P fcmax The power of the fuel cell is started to meet the power supply requirement of the vehicle, and the storage battery is charged to the SOC to reach the SOC max 。
Further, when P is fcmax ≤P vehicle And when the vehicle runs, only the fuel cell is started to discharge, so that the power supply requirement of the vehicle is met.
Further, the storage battery is also provided with a charging working condition value SOC In Wherein, SOC min ≤SOC In ≤SOC max (ii) a Fuel cell sets its maximum efficiency point power P fceffmax Wherein P is fclow <P fceffmax <P fcbc 。
When P is present vehicle <P fclow When the temperature of the water is higher than the set temperature,
if the storage battery SOC<SOC min The fuel cell is first charged with P fcbc The fuel cell is started to meet the power demand of the vehicle, and the storage battery is charged to SOC by the redundant energy In Then switch to P fceffmax Continuously charging the storage battery to the SOC max 。
If the storage battery SOC>SOC min And only the output power of the storage battery is used for supplying power to the vehicle.
Further, the storage battery is also provided with a charging working condition value SOC In Wherein, SOC min ≤SOC In ≤SOC max ；
When P is present fclow <P vehicle ≤P fcbc If the SOC of the storage battery<SOC min The fuel cell is first charged with P fcmax Starting the fuel cell to meet the vehicle power demand and charging the battery to SOC In (1) Then switch to P fcbc Continuously charging the storage battery to the SOC max 。
Further, when P is vehicle <At 0, only the battery is started and charged.
The beneficial technical effects of the invention are as follows:
(1) the method divides the power interval of the fuel cell into three areas, namely a low-efficiency working area of the fuel cell, a high-efficiency working area of the fuel cell and a low-efficiency working area of the fuel cell, and improves the energy utilization efficiency of the whole power system.
(2) The method sets the charging and discharging upper and lower limits according to the charging and discharging internal resistance and the service life requirement of the storage battery, thereby not only preventing the deep charging and discharging of the storage battery, improving the service life and the use stability of the storage battery, but also further improving the energy utilization efficiency.
(3) In the method, if the SOC of the storage battery reaches the lowest limit value, if P vehicle <P fclow When the fuel cell is started, the fuel cell firstly uses the point P with the second highest efficiency fcbc The fuel cell is started to meet the power demand of the vehicle, and the redundant energy charges the storage battery to the SOC In (1) Then switched to the high efficiency point P fceffmax Continuously charging the storage battery to the SOC max (ii) a If P fclow <P vehicle ≤P fcbc The fuel cell is firstly at the sub-high efficiency point P fcmax Starting the fuel cell to meet the vehicle power demand and charging the battery to SOC In Then switched to the high efficiency point P fcbc Continuously charging the storage battery to SOC max . The fuel cell has less charging power to the storage battery, thereby reducing the secondary conversion of chemical energy and electric energy and improving the economy; simultaneously solves the problem that the storage battery is lower than the SOC for a long time min And stage, the power system cannot meet the requirement of the whole vehicle.
Drawings
FIG. 1 is a schematic diagram of a vehicle fuel cell power control system;
FIG. 2 is a schematic diagram of an operating characteristic curve of a fuel cell;
FIG. 3 is a logic diagram of a method for distributing energy to a vehicle fuel cell;
FIG. 4 is a schematic sectional view of the operating states of the fuel cell and the battery;
FIG. 5 is a schematic diagram of battery charging and discharging and common working area;
wherein, 1-hydrogen storage tank, 2-fuel cell, 3-power assembly controller, 4-storage battery, 5-motor controller, 6-motor, 7-driving shaft, 8-A zone, 9-B zone, 10-C zone, 11-I zone, 12-II zone, 13-III zone, 14-IV zone, 15-V zone, 16-VI zone, 17-VII zone, 18-VII zone, and 19-storage battery common working zone.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
As shown in fig. 1 to 5, the fuel cell energy control system for a vehicle includes a hydrogen storage tank 1, a fuel cell 2, a powertrain controller 3, a battery 4, a motor controller 5, an electric motor 6, and a drive shaft 7. The vehicle is powered by the battery 4 and the fuel cell 2 together.
The hydrogen storage tank 1 provides hydrogen for the fuel cell 2, the fuel cell 2 is electrically connected with the power assembly controller 3, the storage battery 4 is electrically connected with the power assembly controller 3, the power assembly controller 3 is electrically connected with the motor controller 5, the motor controller 5 is electrically connected with the motor 6, and the motor is mechanically connected with the driving shaft 7.
The fuel cell 2 generates electricity, the generated electric energy is transmitted to the motor 6 through the power assembly controller 3 and the motor controller 5, and the motor 6 converts the electric energy into mechanical energy for the driving shaft 7 to drive the whole vehicle to run. The battery 4 is an energy storage device between the fuel cell 2 and the motor 6, and plays a role of power balance. The energy distribution between the fuel cell 2 and the battery 4 is realized by the drive train controller 3.
As shown in fig. 2, the fuel cell operating characteristic curve divides the fuel cell power interval into A, B, C thirdsThe area A, the area A8, is a low-efficiency area for the operation of the fuel cell, and the operation of the fuel cell is unstable and the efficiency is extremely low; the B area 9 is a high-efficiency working area of the fuel cell, and the working efficiency of the fuel cell in the area is high and reaches 60 percent; zone C10 is a sub-efficient reduced operating zone of the fuel cell where the output power of the fuel cell is high but the efficiency is lower than the most efficient zone at an intermediate level; the maximum power point of the A region is the lowest power point P of the starting fuel cell fclow The maximum power point of the B region is the connection point P of the B region and the C region of the fuel cell fcbc And the maximum power point of the C region is the maximum output power P of the fuel cell fcmax (ii) a The fuel cell has a maximum efficiency point in zone B, typically about 60% maximum efficiency, and the maximum efficiency point has a power P fceffmax Satisfy P fclow <P fceffmax <P fcbc 。
As shown in fig. 5, in order to reduce the charge/discharge loss of the battery 4 and improve the energy conversion efficiency, the battery frequent use operating region 19 should be in a region where the charge/discharge internal resistance is reduced and the amount of electricity should be kept in the intermediate SOC range, so that the battery life can be effectively extended. Therefore, in order to effectively prevent the overcharge of the battery 4, the battery charging upper limit SOC is set max In order to effectively prevent the over-discharge of the battery 4, a battery over-discharge threshold value SOC is set min . In order to avoid the battery 4 being in a low SOC state for a long time min And stage, the power system cannot meet the requirement of the whole vehicle. Increasing SOC value of charging condition In (1) Satisfies SOC min ≤SOC In (1) ≤SOC max . General set SOC max Is 0.8, SOC min Is 0.3, SOC In Is 0.5.
As shown in fig. 3, the energy distribution method of the fuel cell for the vehicle specifically includes:
detecting an accelerator pedal signal, a brake pedal signal and a storage battery SOC value;
when P is present vehicle <When 0, only starting the storage battery and charging the storage battery;
when P is present vehicle <P fclow When the vehicle is not in an over-discharge state, the storage battery outputs power to supply power to the vehicle; if the storage battery SOC>SOC min Storing only electric powerThe output power of the battery meets the requirement of vehicle power supply; if the storage battery SOC<SOC min The fuel cell is first charged with P fcbc The fuel cell is started to meet the power demand of the vehicle, and the storage battery is charged to SOC by the redundant energy In Then switch to P fceffmax Continuously charging the storage battery to the SOC max 。
When P is present fclow <P vehicle ≤P fcbc If the SOC of the storage battery<SOC min The fuel cell is first activated with P fcmax Starting the fuel cell to meet the vehicle power demand and charging the battery to SOC In Then switch to P fcbc Continuously charging the storage battery to the SOC max . If the storage battery SOC>SOC min And the B area starts the fuel cell, and only the output power of the fuel cell meets the requirement of vehicle power supply.
When P is present fcbc <P vehicle ≤P fcmax When the battery is in SOC<SOC min At a constant P fcmax The power of the fuel cell is started to meet the power supply requirement of the vehicle, and the storage battery is charged to the SOC to reach the SOC max (ii) a If the storage battery SOC>SOC min And the C area starts the fuel cell, and only the output power of the fuel cell meets the requirement of vehicle power supply.
When P is present vehicle >P fcmax When the vehicle is running, the output power of the storage battery and the fuel cell jointly supply power for the vehicle. If the storage battery SOC<SOC min ，P fcmax Starting the fuel cell; if the SOC of the storage battery is more than or equal to the SOC min ，P fcmax And starting the fuel cell, and supplementing part of the storage battery.
In conjunction with the above-described method for distributing energy to fuel cells for vehicles, the operating states of the fuel cells and the storage battery are divided into 8 regions, as shown in fig. 4.
The first zone 11 is used for closing the fuel cell 2, only starting the storage battery 4 and charging the storage battery 4;
in the II area 12, the fuel cell 2 is closed, and only the storage battery 4 is started to discharge, so that the power requirement of the vehicle is met;
in the III area 13, the storage battery 4 is closed, and only the fuel cell 2 is started to discharge, so that the power requirement of the vehicle is met;
in the IV area 14, the fuel cell 2 is started to discharge at the maximum power, and the part with insufficient power is discharged by the storage battery 4 to provide energy so as to meet the power requirement of the vehicle;
zone V15, shutdown of battery 4, first with P fcbc The fuel cell 2 is started to meet the demand, and the storage battery 4 is charged unnecessarily until the SOC reaches the SOC In Then with P fceffmax Starting the fuel cell 2 to charge the battery 4 to the SOC to the SOCmax; VI region 16, the battery is turned off, first with P fcmax The fuel cell 2 is started to meet the demand, and the storage battery 4 is charged unnecessarily until the SOC reaches the SOC In Then with P fcbc Starting the fuel cell 2 to charge the battery 4 until the SOC reaches SOCmax;
And in the VIII zone 18, the storage battery 4 is closed, and only the fuel cell 2 is started to discharge electricity, so that the power requirement of the vehicle is met.
While a specific example is given above, it will be appreciated by those skilled in the art that: other control schemes can still be converted by modifying the technical scheme provided by the embodiment or replacing part of technical features; the modifications and the substitutions of the system scheme of the invention do not make the essence of the corresponding technical scheme depart from the spirit and the scope of the technical scheme of the embodiments of the invention.
Claims (4)
1. A method for distributing energy to a fuel cell for a vehicle, characterized by: the vehicle meets the following requirements in the driving process:
P vehicle ＝P cell +P fc ；
wherein P is vehicle For the power demand of the vehicle, P cell For output of power from the accumulator, P fc Outputting power for the fuel cell;
dividing the output power interval of the fuel cell into three areas, namely an area A, an area B and an area C from low to high, wherein the area A is a low-efficiency working area of the fuel cell, the area B is a high-efficiency working area of the fuel cell, and the area C is a low-efficiency reducing working area of the fuel cell; maximum in zone AThe value is the starting fuel cell minimum power point P fclow The maximum value of the B zone is the transition output power P of the BC zone of the fuel cell fcbc The maximum value of the C region is the maximum output power P of the fuel cell fcmax ；
When P is vehicle <P fclow When the vehicle is not in an over-discharge state, the storage battery outputs power to supply power to the vehicle;
when P is present fclow <P vehicle <P fcmax When the vehicle is running, the fuel cell outputs power to power the vehicle;
when P is present vehicle >P fcmax When the vehicle runs, the output power of the storage battery and the fuel cell jointly supplies power to the vehicle;
setting the upper charging limit SOC of the storage battery according to the charging and discharging performance of the storage battery max And over-discharge threshold SOC of the battery min Wherein SOC is min< SOC max ；
When P is present vehicle <P fclow When the utility model is used, the water is discharged,
if the storage battery SOC<SOC min First, greater than P fclow Is less than or equal to P fcbc The power of the fuel cell is started to meet the power demand of the vehicle, and the redundant energy charges the storage battery to reach the SOC max ；
If the storage battery SOC>SOC min Only the output power of the storage battery is used for supplying power to the vehicle;
when P is present fclow <P vehicle ≤P fcbc If the SOC of the storage battery<SOC min First, greater than P fcbc The power starting fuel cell meets the vehicle power supply requirement, and the storage battery is charged to SOC in a redundant manner max ；
When P is present fcbc <P vehicle ≤P fcmax While, if the storage battery SOC<SOC min At a constant P fcmax The power of the fuel cell is started to meet the power supply requirement of the vehicle, and the storage battery is charged to the SOC to reach the SOC max ；
When P is present fcmax ≤P vehicle And when the vehicle runs, only the fuel cell is started to discharge, so that the power supply requirement of the vehicle is met.
2. The power distribution method for a vehicle fuel cell according to claim 1, characterized in that:
the storage battery is also provided with a charging working condition value SOC In Wherein, SOC min ≤SOC In ≤SOC max (ii) a Fuel cell sets its maximum efficiency point power P fceffmax Wherein P is fclow <P fceffmax <P fcbc ；
When P is vehicle <P fclow When the temperature of the water is higher than the set temperature,
if the storage battery SOC<SOC min The fuel cell is first charged with P fcbc The fuel cell is started to meet the power demand of the vehicle, and the redundant energy charges the storage battery to the SOC In (1) Then switch to P fceffmax Continuously charging the storage battery to SOC max ；
If the storage battery SOC>SOC min And only the output power of the storage battery is used for supplying power to the vehicle.
3. The power distribution method for a vehicle fuel cell according to claim 1, characterized in that:
the storage battery is also provided with a charging working condition value SOC In Wherein, SOC min ≤SOC In ≤SOC max ；
When P is fclow <P vehicle ≤P fcbc If the SOC of the storage battery<SOC min The fuel cell is first charged with P fcmax Starting the fuel cell to meet the vehicle power demand and charging the battery to SOC In Then switch to P fcbc Continuously charging the storage battery to the SOC max 。
4. The power distribution method of a fuel cell for a vehicle according to any one of claims 1 to 3, characterized in that: when P is present vehicle <At 0, only the battery is started and charged.
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| CN113511110B (en) * | 2020-04-10 | 2022-10-14 | 长城汽车股份有限公司 | Pure electric available power determining method and system and vehicle |
| CN112389279A (en) * | 2020-10-29 | 2021-02-23 | 长城汽车股份有限公司 | Vehicle energy distribution method and device |
| CN112339580B (en) * | 2020-11-09 | 2022-03-25 | 东风汽车集团有限公司 | Fuel cell automobile energy management optimization method and system |
| CN113352950B (en) * | 2021-06-15 | 2024-08-27 | 佛山仙湖实验室 | Dynamic variable load fuel cell automobile energy management method, system, equipment and medium |
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